Draft rigging



Apr 289 51936. D hs. BARROWS DRAFT RIGGING Filed Nov. 6, 1931- 6 Sheets-Sheet 1 n Hmmm L N. m-

3o/ww D T/Wvo ws www@ ri 2S, 3936, D. s. BARROWS DRAFT RIGGNG Filed Nov. e, 1931 6 Sheets-Sheet 2 WAI ...lllllfln ril 2, H936. D. s. BARROWS 23939927@ DRAFT RIGGING Filed Nov. 6, 193;. 6 Sheets-Sheet 5 'J Syvum/1m ra/WL@ .5g/990116 Agml 28, w36. D, s. BARROWS DRAFT RIGGING Filed Nov. 6, 1951 6 Sheets-Sheet 4 ri 2g, 1936.

D. s. BARROWS 29039,??0

DRAFT RIGGING Filed Nov. 6, 1951 6 Sheets-Sheet 5 Haw www@

ni 2%, E936. D. s. BARROWS DRAFT RIGG I NG 6 Sheets-Sheet 6 i Filed NOV. 6, 1931 Wwm @www m Patented Apr. 28, 1936 DRAFT RIGGING Donald S. Barrows, Rochester, N. Y., assignor to The Symington Company, Rochester, N. Y., a corporation of Maryland Application November 6, 1931, Serial No. 573,501

Claims.

This invention relates to railway draft rigging, and, more particularly, to such in which draft sills movably mounted with respect to a railway vehicle underframe are employed.

The principal object of my invention, generally considered, is the provision of a railway vehicle underframe with floating sills, or sills longitudinally movable with respect thereto, said sills carrying mechanism at either end adapted to cushion 1 0 relative movement of the drawbars with respect to said sills, and intermediate mechanism adapted to cushion relative movement of the sills with respect to the underframe and body of the railway vehicle.

Another object of my invention is the provision of a railway vehicle with sills longitudinally movable with respect to the underframe and body thereof, said sills carrying stop means adapted to engage other stop means carried by the underfrarne or car body to limit longitudinal sliding movement of said sills with respect to said body, mechanism being provided for not only cushioning relative movement of the couplers or drawbars with respect to said movable sills, but for cushioning movement of said movable sills with respect to said underframe.

A further object of my invention is the provision of railway draft rigging involving end gears and a gear intermediate said end gears, said gears being carried by floating sills longitudinally movable with respect to the body of the railway vehicle, a yoke being provided for operatively connecting the intermediate gear to the car underframe for actuating said gear when the floating sills move in one direction.

A still further object of my invention is the provision of a railway vehicle involving an underframe and draft sills slidable with respect to said underframe, said sills carrying mechanism at each end adapted for cushioning movement of the couplers with respect to said sills, and cushioning mechanism intermediate the ends of said sills, said last-mentioned mechanism being operatively connected to the underframe for cushioning movement of the sills with respect to said underframe in both directions.

Other objects and advantages of the invention relating to the particular arrangement and construction of the various parts will become apparent as the description proceeds,

Referring to the drawings illustrating my invention, the scope whereof is defined by the appended claims Figure 1 is a fragmentary vertical longitudinal sectional View of a railway vehicle underframe shown in Figure 1.

Figure 3 is a fragmentary plan of the underframe and mechanism shown in Figure l, with parts in horizontal section.

Figure 4 is a fragmentary plan of the underframe and mechanism shown in Figure 2, with parts thereof in horizontal section.

Figure 5 is a fragmentary transverse sectional View on the line 5 5 of Figure l, looking in the direction of the arrows.

Figure 6 is a fragmentary transverse sectional view on the line 6 6 of Figure 1, looking in the direction of the arrows.

Figure '7 is-a fragmentary transverse sectional view on the line 1 1 of Figure 2, looking in the direction of the arrows.

Figure 8 is a fragmentary transverse sectional view on the line 8-8 of Figure 2, looking in the direction of the arrows.

Figure 9 is a fragmentary vertical longitudinal sectional view corresponding to Figures l and 2, but showing an alternative or modified form of my invention.

Figure 10 is a fragmentary plan of the underframe and mechanism shown in Figure 9, with parts thereof in horizontal section.

Figure 11 is a fragmentary transverse sectional view on the line l l-| l of Figure 9, looking in the direction of the arrows.

Figures 12 and 13 are views corresponding, respectively, to Figures 9 and 10, but showing another alternative or modied form of my invention.

Figure 14 is a view corresponding to Figure 13,

but showing another modification.

Figure 15 is a view corresponding to Figure 14,

but showing still another modification.

Figure 16 is a View corresponding to Figure 15,

but showing still another modification.

Figure 17 is a fragmentary plan, with parts shown in horizontal section, showing a detail which may be used alternatively in the forms of my invention shown in Figures 13, 14, 15 and 16.

Figures 18 and 19 are views corresponding, respectively, to Figures 1 and 2, but showing an additional embodiment of my invention.

Referring to the drawings in detail, like parts being designated by like reference characters, and first considering the embodiment of my invention illustrated in Figures 1 to 8, inclusive, there is shown a portion of a railway vehicle or car involving relatively fixed longitudinal frame members I to which are connected the bolster transoms 2, the bolster top cover plate 3, and the bolster bottom cover plate 4. Between said cover plates 3 and 4 is mounted a combined limiting stop and center filler casting 5. 'Ihe end sill 'I desirably connects the frame members I at the ends and is, in turn, connected to the end sheathing 8 and has castings 9 connected thereto.

Mounted between the longitudinal members or fixed sills I are floating sills I0, said sills being supported in any desired manner so as to move longitudinally with respect to the underframe and fixed sills I, and, therefore, preferably sliding on the bottom bolster cover plate 4 and slidably supported by the castings 9 in a manner as shown most clearly in Figure 5. At each end of the vehicle the sills I are desirably connected by a combined striking casting and sill tie member I I preferably provided with a removable coupler carrier block I2 so as to adapt the arrangement for use with a drawbar comprising a swivel butt coupler I3. The sills I0 are also desirably connected by a filler casting I4 which functions as a stop, or movable backstop, for the associated yoke |5, as well as being adapted to engage the xed stop 5 to limit relative movement of said sills l0 with respect to the underframe. The stop I4 desirably has extensions I6 straddling or lying on either side of the stop 5 and functioning to maintain the sills centered with respect to the stop 5, as well as providing the desired riveting area for connection of the stop |4 to said sills.

The yoke I5 desirably embraces cushioning mechanism which, in the present embodiment, takes the form of a friction draft gear comprising a housing or casing I8 receiving friction wedges I9 urged apart by curved plate springs 20. Carrier irons 2| and 22 desirably connect the sills Il) beneath the mechanism and serve for the support of the latter. A cover plate 23 is desirably provided for connecting the sills I0 above the mechanism Il, as shown most clearly in Figures 1 and 6. Corrugated friction or wear members 6 are desirably attached to the sills ID above the cover plate 23 in engagement with and/or below the channel-shaped longitudinal frame member 6.

The coupler I3 is desirably connected to the yoke I5 as by means of a horizontal key 24, the ends of which are received in slots 25 provided in the sills I0, associated cheek plates 26, and rearward extensions of the combined casting A front follower 21 is desirably disposed between the butt of the coupler I3 and the draft gear I1, and supported as by means of a second key 28. In this way, relative movement of the draw-bar or coupler I3 with respect to the sills I0, on both draft and buff, at each end of the car is cushioned, and movement of the sills I0 with respect to the underframe and body of the vehicle or car is limited by the clearance provided between the stops 5 and I4.Y

Fork cushioning relative movement of the sills I0 with respect to the underframe, a supplemental draft gear or cushioning mechanism 29 is provided, it being only necessary to provide such a gear 29 between the gears |'l and adjacent one end only of the car, although I do not wish to be limited to this as, if desired, such a gear may also be provided adjacent the other end of the car. In the present embodiment, the gear 29 is double-ended, or of a form described and claimed in my application Serial No. 362,832, led May 13, 1929. In brief, such a gear comprises a housing or casing 3|) receiving friction wedges 3| urged apart by curved plate springs 32 at each end thereof, the outer ends of said wedges being engaged by a front follower 33 and a rear follower 34. The gear and followers are preferably supported by carrier irons 35 and 3S, the followers 33 and 34 and associated gear 29 being embraced by a yoke 3l connected to the stop and filler casting 5 in any suitable manner, as by means of a draft key 38 extending through slots 39 in the yoke'and a corresponding slot 43 in an extension 4| of the casting 5. The sills ID are desirably connected by a cover plate 3l extending over the double-ended gear 29 and associated followers 33 and 34.

In order to effect actuation of the doubleended gear 29 for cushioning relative movement of the sills |0 with respect to the rest of the underframe and body of the car, the housing 30 is preferably connected to the movable sills IB for movement with said sills, as by means of a draft key 38 extending through a slot 39 in the housing 30, and through slots 40' in the yoke 31 and slots 4| in the cheek plates 42 and/or movable sills I0.

In order to prevent the followers 33 and 34 from falling or floating around when the sills ID move in one direction or the other with respect to the members I and vehicle body, plates 43 and 44 are desirably used to connect the sills Il] forwardly of the front follower 33, and normally disposed adjacent said follower, so that when the sills move rearwardly under the action of bufling forces, the plates 43 and 44 will follow the follower 33 to hold it assembled with the associated wedge blocks 3| and springs 32 without effecting a compression of the front end of the gear 29. For the same reason, plates 45 and 46 are employed for connecting the sills I9 rearwardly of the rear follower 34, so that the follower 34 will be prevented from falling when the sills IU move forwardly under the action of draft forces. These plates 43, 44, 45 and 46, of course, perform the additional function of properly spacing the sills I0 and rigidifying the connection therebetween.

From the foregoing disclosure, it Will be apparent that although only one end of the car underframe is illustrated, I propose to provide a draft gear adjacent each end of the car and a double-ended gear 29 rearwardly of the bolster adjacent one end only of the car, although I do not wish to be limited to the employment of only one gear 29. It will, therefore, be seen that when draft forces are applied to the coupler I3, the movement of the coupler with respect to the sills Ill is cushioned by compression of the gear against the follower 2l held in place by the key 28 through the draft action of the yoke I5 through its connection with the coupler I3 by the key 24.

If the pulling force applied to the coupler is sufficient to overcome the frictional resistance between the sills I0 and the bolster cover plates 4, as well as the frictional resistance between the supporting lugs 4l and the carrying castings 9, the sills I5 will move relatively to the ller castings 5, moving the housing 30 of the double-ended gear 29 by the connecting draft key 38 over the front wedges 3| and associated plate springs 32,

so that the front end of the gear is compressed against the front follower 33 and associated extension 4I of the ller casting 5 which functions as a front stop for the gear 29. The clearance between the ller castings 5 and I4 at the other end of the car is suicient to permit enough movement of the sills I8 with respect to the underframe and body of the vehicle so that a full compression of the front end of the gear 29 may be effected, provided sufficient force is applied to the coupler I3.

When the coupler I3 is subjected to the action of bufng forces, such forces are cushioned upon movement of said coupler with respect to the sills I8 by direct compressive action through the front follower 21 and housing I8 to slide said housing over the associated wedges I9 and curved plate springs 28 against the rear follower 23', the rear end of the yoke I5 and stop casting I4. If suflicient bufling force acts on the coupler to overcome the resistance to movement of the sills I0 with respect to the body of the vehicle, said sills will slide rearwardly and actuate the rear mechanism of the double-ended gear 29 through the key 38 against the rear follower 34, which is held from rearward movement by the yoke 3I connected to the extension 4I of the filler casting 5 by the key 38. The clearance between the castings I4 and 5 is sufficient to permit full compression of the rear mechanism of the double-ended gear 29 when sufficient buiing force is applied to the coupler I3.

Referring now to the embodiment of my invention illustrated in Figures 9, 10 and 11, a construction is there shown which is substantially identical with that of the embodiment in Figures 1 to 8, inclusive, the difference being that a greater relative movement and cushioning capacity between the movable sills I I)EL and longitudinal frame members Ia and body of the vehicle is provided for by adding cushioning spring groups at each end of the double-ended or selective travel gear 29a. These added cushioning units provide a different resistance curve, as they are preferably designed to close solid before the associated friction gear. At the same time, a greater clearance is necessarily provided between the filler casting I4a connecting the movable sills `63e and the bolster center filling casting 5EL connected to the bolster cover plates 3a and 4a.

In the present embodiment, the double-ended gear 28a which cushions relative movement between the sills IEBEL and the rest of the underframe of the vehicle is supported between the sills ICIEt on carrier irons 2Ia and 22a, said sills I0a being connected over the housing 3l)a of the gear by a A Each end of the housing 308' cover plate 31a. receives friction elements 3|*EL urged apart by curved plate springs 32a.

Disposed at either end of the gear 29a is a nest of cushioning springs, the frontnest 33a involving a front follower 48, a rear follower 48, and twin arranged double coil spring units 59 therebetween. The spring units 5i) are desirably held in place by bosses 5I on the followers 48 and 49, and separated one from the other by a member 52 disposed therebetween, a carrier iron 53 desirably serving to support the cushioning unit. In the normal position, the front follower 43 abuts the buifing face of the extension 4Ia of the ller casting 5a, and the rear follower 49 abuts the wedges or friction elements SIB of the gear 23a. l

The spring cushioning unit 34@L disposed rearwardly of the gear 29a preferably includes a front follower 54, a rear follower 55, twin arranged double coil spring units 56 supported on bosses 51 on the followers and separated by a member 58. It will be seen that the members 58 and 52 of the gears 33a and 34a and the supporting and centering bosses on the followers are of such size that they go solid under full compression of the springs, thereby avoiding overstressing the spring units. A carrier iron 59 is desirably provided for supporting the spring cushioning unit 34a.

When the mechanism of the present embodiment is subjected to draft or buiing forces, the action is identical with that of the previous embodiment, except that a greater travel is provided of the sills I0a with respect to the vehicle body on account of the extra cushioning springs at the ends of the gear 29a. As in the first embodiment, connecting plates 43a and 44a are desirably provided between the sills Illa forwardly of the front follower 48 and connecting plates I5a and i3a rearwardly of the rear follower to keep said followers assembled with respect to the associated mechanism upon movement of the sills IE!a with respect to the longitudinal members Ia and casting 5a in one direction or the other. On account of the greater height of the cushioning units 33a and 34a as compared with the gear 23a, the flooring 60 of the vehicle may be cut away locally, as indicated at 5I, to avoid interference with said units.

Referring now to the embodiment of my invene tion illustrated in Figures 12 and 13, a construc tion is there shown in which the double-ended or selective travel gear 29 of the first embodinent is replaced by a usual form of gear 29b comprising a housing 30h receiving friction elements SIb and actuating curved plate springs 32h in one end only, said gear and its associated follower 34h being supported on carry irons 35b and 35h and disposed between front and rear followers 33h, which followers are mounted on actuating draft keys 62 and 63, respectively. The key S2 has its ends extending through slots 64 in the associated yoke 3'Ib and slots 65 in 'the cheek plates 66 and/or movable sills I0". the rear follower 33b likewise has its ends received in slots 6l formed in cheek plates 58 and/or the movable sills Ib. The yoke 3'!b surrounds the gear 29b and is connected to the bolster center filler casting and stop member 5h, as in the preceding embodiment, by a connecting key 38h, so that the front follower 33h is normally held in engagement with the stop portion of the extension 4b of the bolster center filler casting 5b.

Upon relative movement of the sills I 8b with respect to the filler casting 5b and body of the vehicle under the action of draft forces, the key 63 is pulled forwardly, compressing the gear 23h against the front follower 33b and extension Gib of the casting 5b. Under the action of bufng forces, the front follower 33b is pushed rearwardlyby the associated key 62, compressing the gear 29h against the follower 315b held stationary by the yoke 31h. As in the preceding embodiments, there is, of course, sufiicient clearance provided for permitting the sills AI 3b to move suiliciently to effect a full compression of the gear 25h.

Referring now to the embodiment of my invention illustrated in Figure 14, a construction is there disclosed which is identical with that of the embodiment of Figures 12 and 13, except that the cushioning movement allowed by the gear 23C is amplified by a spring cushioning mechanism Se@ which may be identical with the mechanism 34L of the embodiment of Figures 9, 10 and l1. In

The key 63 supporting g order to provide for a full compression of the gears 2!!c and 34c in series, the clearance for movement of the sills IUC with respect to the longitudinal members lc and filler casting 5c will have to be correspondingly increased, and the slots in the cheek plates 66C, 68C and the yoke 31 likewise increased in accordance with the increased travel provided.

Referring now to the embodiment of my invention illustrated in Figure 15, a construction is there disclosed which is identical with the embodiment illustrated in Figures 12 and 13, except that a double-ended or selective travel gear 29d and front and rear followers 34d are substituted for the single-ended or usual friction draft gear 29b and its follower 341. As in Figures 12 and 13, the double-ended gear and its followers are disposed between key-supported front and rear fols lowers 33d and surrounded by a yoke 31d connected to the extension Hd of the bolster center filler casting 5d. The action on both draft and buff is identical with that of Figures 12 and 13, except that the double-ended gear 29d provides for a somewhat increased travel which has to be taken care of by a corresponding increase in the length of the slots receiving the supporting keys 38d, 62d and 63d, as well as a corresponding ncrease in clearance for allowing sufcient movement of the sills Iiid to fully compress the gear .Ed under both draft and buffmg movements.

Referring now to the embodiment of my invention illustrated in Figure 16, a construction is there disclosed which is identical with that of Figure 15, except that an increased movement of the movable sills Ie is provided by employing a spring cushioning unit 34e adjacent one end of the double-ended gear 29e, said unit and gear being embraced by a yoke Sie connected to the extension 4i@ of the bolster center filler casting 5e. Of course, the slots receiving the supporting and connecting keys 38e, 62e and 63e will have to be increased to correspond with the increased travel, as well as the clearance for movement of the sills It@ with respect to the longitudinal members le.

It should be further noted, not only in connection with the present embodiment, but also in connection with the embodiments of Figures 12 to 15, inclusive, that 1 am providing for the insertion of the keys associated with the mechanism which cushions relative movement between the movable sills and the underframe and body of the car by corresponding slots 69 in the Xed longitudinal members or sills le. The slots 61e which receive the key 63e, and the corresponding slots (El, etc.) of the previous embodiments referred to, are extended forwardly an amount corresponding with the rearward elongation of the slots 65e, and the corresponding slots (65, etc.) of the previous embodiments, which also corresponds with movement for full compression of the cushioning mechanism embraced by the yoke. This is not necessary, as the rear follower 33e may move with the sills |02, although desirable to facilitate insertion and removal of the key 53e.

Referring now to the embodiment of my invention illustrated in Figure 17, a construction is there disclosed in which the movable sills lf receive therebetween cushioning mechanism 29f embraced by a yoke 3l, said yoke abutting a Xed connecting member or stop 33f rather than a rear key-supported follower. The possibility of such a stop in place of a follower for actuating the gear 29f on draft is suggested by the possibility of the follower being fixed with respect to the movable sills. It will be understood that the mechanism 29f, conventionally shown, may be of any desired type, for example, such as shown in any one of Figures 13 to 16, inclusive.

Referring now to the embodiment of my invention illustrated in Figures 18 and 19, a construction is there disclosed in which the single-ended mechanism I of the first embodiment is replaced by a double-ended or selective travel gear Vlg connected to the movable sills IE]g by a key 28g extending through a corresponding slot in the housing I8g and with its ends received in rearwardly elongated slots 10 in the cheek plates Il and/or movable sills lg of the vehicle. The associated coupler or drawbar I3g is, as in the first embodiment, supported on a carrier block 12g which is, in turn, received in a combined striking casting and sill tie member Hg connected to the outer ends of the sills llg, said outer ends being supported, as in the first embodiment, by castings Sg connected to the end sill 1g.

The coupler 13g is desirably connected to a yoke EEE by means of a key 24g, said yoke embracing the selective travel gear Hg and its associated front and rear followers 21g, and the rear end of said yoke normally abutting the stop casting llig spaced from the relatively fixed bolster center filler casting 5g a distance sucient to provide for a full compression of the supplemental mechanism actuated upon movement of the sills I with respect to the underframe and body of the car. This supplemental mechanism, as will be understood, may take any desired form, for example, as designated by the reference characters 29, 29a and associated mechanism 33- and 35a, 2th, 25C and its associated mechanism 34C, 29d, or ESB and its associated mechanism 34e.

The gear Vig is desirably supported on carrier irons 25g and 22g, to the former of which is desirably applied a follower stop 12 supplementing stops 13 on the sills mg which serve to prevent the front follower 21g falling or fioating around upon forward movement of the coupler i 3g with respect thereto. Sufficient normal clearance is, of course, provided between the front follower 2lg and the end sills 'Ig and supporting casting 9g to allow for the desired relative movement therebetween which is of course, the amount the body gear, or that gear which cushions rela tive movement between the movable sills lg and the fixed portion of the underframe and body of the vehicle, is compressed under the action of draft forces, plus an arbitrary distance allowed for clearance under full forward movement. The

.normal clearance allowed between the horn of the coupler ISL and the striking casting portion of the combined casting I lg is that amount necessary to effect a full compression of the mechanism at both ends of the selective travel gear I'I, plus an arbitrary clearance on full compression. Similar clearances are, of course, provided in connection with other embodiments of my invention.

When draft forces are applied to the coupler lg, the movement of said coupler with respect to the sills ig is cushioned by compression of the mechanism at the rear end only of the doubleended gear Ig, as the housing 13S is held by the connecting key .28g and the friction elements l9= pushed into the housing against the pressure of F the springs 20g by the yoke l key-connected to the coupler IBQ.

If the force applied to the coupler is sufficient to overcome the frictional resistance between the sills lilg and the bolster cover plates 4g, as well as the frictional resistance between the sills Illg and the supporting castings 9g, said sills Illg will move relatively to the ller casting 5g and effect compression of the gear rearwardly of the casting 5g which is used for cushioning movement of the sills Il]g with respect to the fixed portion of the underframe and body of the vehicle, in a manner as clearly described in connection with the embodiment of my invention illustrated in Figures l to 8, inclusive.

When the coupler is subjected to the action of buffing forces, such forces are cushioned upon movement of the coupler with respect to the sills Il'!g by the mechanism at both ends of the selective travel gear Il'g, which gear is compressed through the front follower 22's, causing the friction elements lSg at both ends of the housing its to slide therein and be compressed against the rear follower 21g, rear end of the yoke I5g, and filler casting Illg, the slots 1l! in the cheek plates 'H being correspondingly elongated to permit rearward movement of the housing lg with respect to the sills lilg.

If sufficient buing force acts on the coupler to overcome the resistance to movement of the sills lElg with respect to the body of the vehicle, said sills will slide rearwardly and actuate the mechanism rearwardly of the filler casting 5Ig which serves to cushion relative movement between the sills lllg and the fixed portion of the underframe and body of the vehicle in a manner as clearly described in connection with the embodiment of my invention illustrated in Figures 1 to 8, inclusive. 'I'he clearance between the castings lag and 5g is, of course, made suiicient to permit full compression of said mechanism in accordance with the type of mechanism employed, that is, whether double-ended mechanism, such as designated by the reference character 29 is employed by itself, or in combination with spring cushioning units, or whether single-ended cushioning mechanism, as designated by the reference character 29h, is employed by itself, or in combination with spring cushioning units. As will be understood, either of the mechanisms I1 and Hg may be employed with any of the body cushioning mechanism 29 to 29f, inclusive, within the scope contemplated by my invention.

In view of the foregoing disclosure, it will be seen that I have devised cushioning mechanism for railway vehicles involving sills longitudinally slidable with respect to the body and remainder of the underframe of a railway vehicle, with associated cushioning mechanism which not only cushions movement of the couplers with respect to said movable sills, but which cushions movement of the movable sills with respect to the remainder of the railway vehicle, a stop or stop means on the underframe performing the double function of a back stop for the mechanism at one end of the vehicle which cushions movement of the coupler with respect to the movable sills and a front stop for the mechanism which cushions movement of said sills with respect to the remainder of the railway vehicle.

Although preferred embodiments of my invention have been illustrated, it will be understood that changes may be made within the spirit and scope of my invention as defined by the appended claims.

I claim:-

1. In railway draft rigging, sills longitudinally slidable with respect to a railway vehicle underframe, a drawbar, cushioning mechanism interposed between said sills rearwardly of said drawbar, connecting means between said sills rearwardly of said cushioning mechanism for limit# ing rearward movement of said mechanism with respect thereto, stop means on said underframe for limiting rearward movement of said sills and which function as a rear limiting stop for said mechanism, said sill-connecting means having extensions straddling said stop means to maintain said sills centered with respect thereto, other cushioning mechanism interposed between said stop means, functioning as a front stop, and means connected to said stop means, followers disposed at either end of said other cushioning mechanism, and means passing through said followers for connecting them to said sills for actuating said other cushioning mechanism upon movement of said sills with respect to said underframe.

2. In railway draft rigging, in combination with a railway vehicle underframe, sills longitudinally slidable with respect to said underframe, a drawbar mounted between said sills, cushioning mechanism interposed between said sills rearwardly of said drawbar, connecting means between said sills rearwardly of said cushioning mechanism for limiting rearward movement of said mechanism with respect thereto, means operatively connecting said mechanism to said sills and drawbar for actuation on draft, stop means on said underframe adapted to be engaged by said connecting means for limiting rearward movement of said sills, whereby it functions as rear limiting stop means for said cushioning mechanism, said sill-connecting means having extensions straddling said stop means to maintain said sills centered with respect thereto, other cushioning mechanism interposed between said stop means, functioning as front stop means, and means connected to said stop means, said cushioning mechanism comprising a housing receiving friction elements at each end, said housing being slotted, and means extending through said slot for connecting said housing to said sills` for the alternate actuation of the mechanism at one end or the other as the sills move in one direction or the other with respect to the underframe.

3. In railway draft rigging, in combination with a railway vehicle underframe, sills supported from said underframe and longitudinally slidable with respect thereto, a drawbar mounted between said sills, cushioning mechanism interposed between said sills rearwardly of said drawbar, said mechanism comprising a housing receiving cushioning means in each end, a key extending through said housing and said sills for operatively connecting said mechanism to said sills, a yoke embracing said mechanism, means connecting said yoke and drawbar, means connecting said sills rearwardly of said yoke for limiting rearward movement of said mechanism with respect to said sills, a stop on the underframe adapted to be engaged by said sill connecting means for limiting longitudinal sliding movement of the sills with respect to the vehicle and functioning as rear limiting stop means for said cushioning mechanism, the connection between said key and sills permitting rearward movement from normal but preventing forward movement whereby the cushioning means at both ends of the housing is compressed on buff while that at only one end is actuated on draft, said sill-connecting means having extensions straddling said stop means to maintain said sills centered with respect thereto, and other cushioning mechanism disposed rearwardly of the stop on the underframe and serving to cushion movement of the sills with respect to said underframe with the stop functioning as front stop means.

4. In railway draft rigging, in combination with a railway vehicle underframe, sills longitudinally slidable with respect to said underframe, means rigidly connecting said sills intermediate the ends, stop means on said underframe adapted to be engaged by said connecting means for limiting relative movement of said sills with respect thereto, cushioning mechanism interposed between said stop means and means connected to said stop means, said cushioning mechanism comprising a housing, friction elements received in each end of said housing, the intermediate portion of said housing being slotted, and means extending through said slot for connecting said housing to said sills for the alternate actuation of the mechanism at one end or the other as the sills move in one direction or the other with respect to the underframe.

5. In railway draft rigging, in combination with a railway vehicle underframe, sills longitudinally slidable with respect to said underframe, stop means on said underframe, cushioning mechanism interposed between said stop means and means connected to said stop means, said cushioning mechanism comprising a housing, friction elements received in each end of said housing, and means extending through a slot in said housing for connecting it to said sills for the alternate actuation of the mechanism at one end or the other as the sills move in one direction or the other with respect to the underframe.

6. In railway draft rigging, in combination with a railway vehicle underframe, sills longitudinally slidable with respect to said underframe, stop means on said underframe, cushioning mechanism with one end engaging said stop means, a yoke embracing said cushioning mechanism and connected to said stop means, said cushioning mechanism comprising a housing, friction elements receive-d in each end of said housing, the intermediate portion of said housing having a slot therethrough, and means extending through said slot for connecting said housing to said sills for the alternate actuation of the mechanism at one end or the other as the sills move in one direction or the other with'respect to the underframe.

7. In railway draft rigging, in combination with a railway vehicle underframe, sills longitudinally slidable with respect to said underframe, stop means on said underframe, a friction draft gear and coil spring means acting in series with respect to one another and interposed between said stop means and means connected to said stop means, said draft gear comprising a housing, a slot in said housing and means extending through said slot for connecting it to said sills for actuation thereof as the sills move in one direction or the other with respect to the underframe.

8. In railway draft rigging, in combination with a railway vehicle underframe, sills supported from, and longitudinally slidable with respect to, said underframe, mechanism serving to cushion movement of the sills with respect to said underframe, a portion of said underframe forming a front stop for said mechanism, and means rigidly connecting said sills and strad-dling said stop for centering purposes.

9. In railway draft rigging, sills longitudinally movable with respect to a railway vehicle underframe, means connecting said sills and limiting movement thereof with respect to said underframe, mechanism for cushioning movement with said sills with respect to said underframe, an underframe member functioning as a limiting stop for movement of said sills and as front stop means for said cushioning mechanism, said sillconnecting means straddling said underframe member for centering purposes and having an intermediate portion adapted to abut said member at the limit of its travel with respect to said underframe, means connecd to said underframe member and embracing said cushioning means, followers -disposed at either end of said cushioning means, and means passing through said followers for connecting them to said sills.

10. In railway draft rigging, in combination with a railway vehicle underframe, a coupler, a plurality of cushioning units arranged in series, one in advance of another, a portion of said underframe forming abutment means disposed between a rearwardly disposed unit and the unit forwardly thereof, one of said units being disposed intermediate other units, means for transmitting draft forces from said coupler to said intermediate unit, stop means cooperating with said intermediate unit to permit compression thereof under draft, stop means cooperating with said rearwardly disposed unit to permit at least partial compression thereof under both buff and draft, and means for causing bung forces, imparted by said coupler to the foremost of said cushioning units, to be transmitted through said intermediate unit to said rearwardly disposed unit, and draft forces, imparted by said coupler 1 to said intermediate unit, to be transmitted to said rearwardly disposed unit, said means comprising laterally spaced elements slidably mounted with respect to said underframe for transmitting forces past said stop means to the rearwardly disposed unit, whereby a greater proportion of the cushioning capacity is utilized for the absorption of bufng forces than for the absorption of draft forces.

DONALD S. BARROWS. 

